Elevator system



NOV. 19, 1940. N QRABBE ET AL 2,222,193

ELEVATOR SYSTEM Filed Oct. 21, 1939 4 Sheets-Sheet l w H H @91 NM OM14 (5+ H m M/MMA (PM/W BY ATTORNEY Novflfi G. N. CRABBE ETAL 2,222,193

ELEVATOR SYSTEM Filed Oct. 21, 1959 4 Sheets-Sheet 2 Wee s a INVENTORS ATTO R N EY NOV. 19, Q; N @RAEBE ET AL ELEVATOR SYSTEM Filed 00%,. 21., 1939 4 Sheets-Sheet 3 IGWa. 11

1 GW I 0% Ma I Fl Q; 2.61 wmbw dmvemons ATTORNEY ELEVATOR SYSTEM Filed Oct. 21., 1939 4 Sheets-Sheet 4 INVENTORS ATTORNEY Patented Nov. 19, 1940 UNITED STATES PATENT OFFICE ELEVATOR SYSTEM Application October 21', 1939, Serial No.'300,506

11 Claims. (mist-29) The invention relates to elevator' syste ns. The invention is directed to elevator systems of the type in which push buttons are provided at the landings for operation by intending paswhich push buttons are provided in the'car for the landings for operation by the passengers to send the car to their destinations and in which the car stops at the floors for-which calls are registered in the order of succession of floors.v

Systems-of this character are applicable to various types of installations and are especially suitable for hospitals. In hospitals it oftentimes happens that theuse of an elevator is desired for emergency service as, for example, to transport stretchers. It is desirable under such conditions to turn over the car to this use exclusively. The present invention is especially directed to changing over the control of the elevator for emergency service.

The invention is applicable to systems in which a single elevator car is employed or to those having a plurality of interconnected elevators. In the latter case the push buttons at the landings are common to the elevators. The invention will be described as applied to a system having a plurality of elevator cars.

It is the object of the invention to change over a push button control elevator of the type described from normal operation to emergency service operation and to eiiect such change-over in a simple manner with a minimum of apparatus and alteration in wiring. I

One feature of the invention is'to effect such change-over by means of a single switch in the elevator car.

all

Another feature of the invention as applied to a plurality of elevator cars is to effect such change-over of any one of the cars without affecting the operation of the other cars.

Another feature of the invention is to effect such change-over without cancelling previously registered calls so that these calls will be responded to when normal operation is restored,

provided in the case of a plurality of elevator applicable to other arrangements.

from the following description and claims.

The invention will be'described as applied to a appended system in which both an up hall button and a sengers to call the car to the landing and in" down hall button are provided at each interme- 6 diate floor. To obtain the car for emergency service operation in such a system, both the up and the down hall buttons on the floor where the i car required for emergencyservice are pressed in order to obtain a car in the minimum possible in time. When a car stops at the fioor, it is entered and the emergency change-0ver switch is thrown to emergency position. This effects a change in circuits so as to prevent control of the car by means of the push buttons through their respective floor relays, rendering the car subject to the control of the carbuttons directly. The car button for the floor to which itis desired to have the car go is then pressed. The button is held pressed and the car proceeds directly to the floor for which the car button is provided and automatically stops, whereupon the button may be released.

Elevator systems of the type to which the invention is directed. are subject to considerable variation. For convenience the invention will be described as applied to the system of the patent to Waters et al., No. 2,100,176, granted November 23, 1937, but it will be understood that it is also An embodiment of the invention has been illustrated as applied to the control system of Figures 5, 6, 6a and 7 of the above patent which is for two elevators, except that certain changes have been made to provide for power operation of both the car gate and hatchway doors, whereas in the Waters et al. patent the circuits are arranged for power operation of the car gate and manual operation of the hatchway doors.

In the drawings:

Figure 1 is a simplified wiring diagram of a portion of the control system for both elevators, corresponding to Figure 5 of said Waters et al. patent;

Figure 2 is a simplified wiring diagram of a portion of the control circuits for one elevator, corresponding to Figure 6 of said Waters et al. patent;

Figure 2a is a simplified wiring diagram of the 50 same portion of the control circuits for the other elevator, corresponding to Figure 6a of said Waters et al. patent; and

Figure 3 is a simplified wiring diagram of additional control circuits and power circuits for one 55 elevator, corresponding to Figure 7 of the Waters et al. patent. I

Referring to the drawings, the numerals employed in designating the various elements of the wiring diagrams are arranged in sequence, the lowest number appearing in the upper left hand corner of Figure l, with the succeeding numbers following in numerical sequence from left to right downwardly of the sheet of. drawings. Figures 2 and 2a are joined to those of Figure l by means of bus bars. The numbers are continued in Figure 2 and are arranged in the same sequence. The circuits of Figure 2 are continued in Figure 3 as indicated by the continuance of wires 1, GW, SI, SII, etc. from the bottom of the sheet of Figure 2 to the top of the sheet of Figure 3. The numbers continue in Figure 3 in the same sequence. Wherever referred to, the switches and mechanisms corresponding to those of the Waters et al. patent are designated by the same reference characters. The switches and other control apparatus of elevator No. 2 are designated by the same reference characters as are employed for the corresponding parts of elevator No. l, with the exception that the letter a is aifixed to each designating character for elevator No. 2 as a means of differentiation.

I and II are two of the supply mains of a three-phase alternating current supply. GW is the negative supply wire from elevator No. 1 supply generator. The positive wire from this generator is for convenience divided into several branches designated G+'. (3+8 and G+SE. Wire G+a is from the elevator No. 2 supply generator.

The service switches for changing over from normal to emergency operation are preferably key operated switches and are designated 5 and I0 for elevators Nos. 1 and 2 respectively. Each of these switches has two operative positions, one for normal operation and one for emergency operation. They are illustrated in normal operation positions. Each switch acts through a change-over switch motor to control a multiple double throw switch having suillcient blades to effect the desired circuit changes. These motors are illustrated as series motors having armature I and field winding 2 in the case of elevator No. l and armature 8 and field winding 1 in the case of elevator No. 2. The change-over switch motor for elevator No. 1 operates double throw switches I82, 213, m, 230, 242, 2M, 283, 211, 293, 204, 306, 301, M5, SIB, 355, I88, 310, I18, 319, 388, BI! and SIB, shown in Figure 2, and switch 658 of Figure 3. The change-over switch motor for elevator No. 2 operates correponding switches, shown in Figure 20.. Each of these motors also operates limit switches to control its own circuit, these switches being designated 3 and 4 for elevator No. l and 8 and 9 for elevator No. 2.

With the double throw change-over switches in the positions illustrated, except for the changes before mentioned the circuits are in accordance with those of the corresponding figures of the aforementioned Waters et al. patent and the operation of the car in response to the push buttons therein described will be obtained. That is. considering a single car for the moment, it starts in response to the pushing of any button, either car or hall button, for any floor other than the fioor at which the car is positioned. The direction of travel is determined by the position of the car with respect to the floor corresponding to the button pressed. Once the car is started in a certain direction, additional circuits may be established by car and hall buttons to maintain Circuits of that direction of travel. Stops are made in the natural order of floors regardless of the order in which the buttons are pressed. Car buttons cause the stopping of the car regardless of whether it is travelling in the up or down direction. As regards hall buttons, during up car travel stops are made in response to all operated up hall buttons and also in response to an operated down hall button provided no up hall buttons remain unresponded to for floors above the floor corresponding to this button. Similarly, during down car travel stops are made in response to all operated down hall buttons and also in response to an operated up hall button provided no down hall buttons remain unresponded to for fioors below the floor corresponding to this button. The car is started automatically in the same direction after each stop so long as push buttons for floors beyond remain to be responded to. Should push buttons also be operated for floors in a direction opposite to that in which the car is travelling, the car is reversed after completing its travel in the first direction to answer these other calls.

Considering both cars, one or the other of the cars, which is termed the wild car, continues to answer the hall calls that are registered so long as these calls are ahead of the car. Registration of a hall call behind the wild car causes the starting of the other car, termed the home station car. Each car responds to its own car calls so that the home station car may also be started in operation by a passenger entering the car and registering a car call for his destination. In either case, the latter car upon starting in operation also becomes a wild car answering its own car calls and assisting the other car in answering the hall calls that are registered. When both cars are in operation, one of them is automatically returned to the home station under certain conditions of operation which are set forth in detail in the Waters et al. patent.

As above pointed out, certain changes have been made in the control system of the aforementioned Waters et al. patent to provide for power operation of both the car gate and hatchway doors. Control mechanism for this purpose is applicable to various types of door and gate operators, for example that disclosed in the patent to Norton et al., No. 1,950,150, granted March 6, 1934. The circuits are arranged so that the door and gate are parked closed during normal operation. Thus, considering single car operation for the moment, with its door and gate in closed position the car is started immediately in response to the pressing of a car button in that car or a hall button. In starting, contacts UD'III separate, and contacts U061! engage. The engagement of the latter contacts completes the circuit for coil AGGIZ of the auxiliary door and gate relay. Relay AG engages contacts AG! to establish a self-holding circuit. It also engages contacts AGII3 to prepare a circuit for coil GO'III of the door and gate open relay and coil ADH2 of the second auxiliary door and gate relay AD, this circuit being open at contacts UDIII.

When a call is picked up under conditions where no other calls remain to be responded to. the circuit for the coil of motor generator starting relay MG is maintained after the floor relay is reset by contacts AGH'I. As the car comes to a stop at the floor, contacts UD'HI engage, completing a circuit for the coil of relays AD and (30 through door zone limit switch H8, closed when the car is within a certain zone on each I side of the floor. Relay AD closes contacts AD533 to reestablish the circuit for the coil of the time relay TR. Relay GO causes the operation of the door operating motor to open the car gate and hatchway door. As the door and gate start to open, door close limit switch DCLl l0 closes, completing the circuit for coil GEHI of generator relay GE. This relay engages contacts GE418 in the circuit for coil MG505. When the door and gate reach open position, door open limit switches DOLSH and DOL'IH open, deenergizing the coils of relays AG and GO. Relay GO efiects deenergization of the door operating motor, bringing the door and gate to a stop. Relay AG separates contacts AGH 3, deenergizing relay AD, which in turn separates contacts AD533 to deenergize the time relay. Contacts GE4'I8 maintain motor generator starting relay MG operated to keep the motor generator set in operation after the separation of contacts AGE". At the expiration of the time interval of time relay TR, contacts TR651 engage, completing a circuit through contacts AD65I, throw-over switch 658, and door close limit switch DCL655, for coil GC656 of door and gate close relay. This causes operation of the door operating motor to close the door and gate. When the door and gate reach closed position, limit switch DCL655 opens to cause the deenergization of the door and gate operating motor to bring the door and gate to a stop. At the same time door close limit switch DCLl l0 opens to deenergize the coil of generator relay GE, which opens contacts GE418 to demergize coil MG505 of the motor generator starting relay, causing the motor generator set to be shut down. Thus with no further calls to be responded to, the car parks at the floor at which the stop is made, with the door and gate closed.

If other calls are in registration at the time the door and gate reach closed position, the motor generator set does not shut down. coil MG505 being maintained energized through contacts H0492 or CCSO t. The car therefore continues in operation to respond to further calls as set forth in said Waters et al. patent, the circuit for operating coil SL641 of'the slow down switch being completed through contacts UDR648 and TR65l, throw-over switch 658 and contacts ADBSI.

The closing of the hatchway door and car gate may be interrupted by pressing door open button H6 in the car or by the closing of safety shoe switch l2l on the edge of the door, as by the door striking a person attempting to enter the car. This causes operation of relay AD to separate contacts AD65I, breaking the circuit for thecoil of door and gate close relay GC and also operation of door and gate open relay GO to cause the reopening of the door and gate. Also, relay AD engages contacts AD625 to energize the restoring coil SL641 of the slow down switch, if this switch has already operated.

The closing of the door and gate may also be arrested by the pressing of a hall button at the floor at which the car is standing. The pressing of this button also causes the opening of the door and gate after they have reached closed position, provided no calls remain to be responded to, so that the car is parked at that floor. Assume, for example, that the car is standing at the fourth floor and that the fourth floor down hall button H3 is pressed to cause the operation of the down fourth floor relay 4D. This relay engages contacts 4Dl62, completing a circuit for the coil of relay AR through the restoring coil DIN of the floor relay, bus bar lDH, contact 2, brush 335, throw-over switch 319, contacts SR3, contacts ST399, coil ABA, and contacts UD428. Relay AR engages contacts ARIN, completing 'a circuit for the coil of relay GO to cause the opening of the door and ate. It also causes the operation of relay AD, which engages contacts AD533 to reenergize the coil of the time relay TR to reestablish the time interval and also engages contacts ADIOS in a shunt circuit for the coil of relay AR. As the door and gate start to open, door close limit switch DCLHO closes to cause the operation of generator relay GE, which engages contacts GEMS, completing the shunt circuit for the coil of relay AR, increasing the current flow in the circuit for restoring coil 4DI46 of the down fourth floor relay sufficiently to cause this relay to be reset. This also causes relay AR to drop out but the circuits for relays AD and G0 are maintained through contacts GOl22. Also, relay GE separates contacts GESB in the circuit for coil H391 of hall button relay, these contacts and contacts GEa replacing those on relays AR and AIM in this circuit in the Waters et a1. patent. If other calls are in registration and switch UD has operated to effect the separation of contacts UD828 and UDlll at the time the hall button at the floor is pressed, the circuits for the coils of relays AR, AD and GO cannot be established, so that the car starts and the call remains registered,

Now considering both cars with one of them parked at the home station with the door and gate closed, should an intending passenger desire to be carried from the home station to some floor above, he obtains the car by pressing the first floor hall button I06. This causes operation of the first floor relay ill to engage contacts IUMQ. With the car parked at the home station, its starting relay ST is not operated. Also, when a car is at the home station, the home station relay HO for that car is operated, the circuit extending through floor controller brush 342 and first floor contact 364, coil H0390, and contacts 18454 of the in-service relay. With the other car, say car No. 2, away from the home station, its home station relay HOa is not operated, therefore the contacts HOMBa of car No. 2 are in en gagement so that the engagement of contacts lU4I9 completes a circuit for coil MG505'to cause the starting of the motor generator set for car No. 1 at the home station. Similarly, contacts H0398a are in engagement, by-passing contacts ST399 so that the operation of the first floor relay completes a circuit for the coil of auxiliary reset relay AR, causing the opening of the car gate and first floor hatchway door as previously described.

Contacts GE430 of the generator relay allow a passenger who enters a car upon the last stop in any given direction to have the preference as to selecting the direction in which the car starts up to the time that the door and gate are fully closed, even though the time interval of the time relay TR may have expired during that time. The pressing of the car button causes the energization of coil CB|8I of car button relay CB. This relay engages contacts ,CB650 in the circuit for the coils of gate close relay GC and slow down switch SL to effect immediate energization of these coils without waitin on the time interval. Contacts AGNS prevent t is operation until the gate and door have reached fully open position, thereby preventing a person already in the car takingthecarawaybyholdinghisfingerona car button.

Assume that a car is desired at the fourth door for emergency service. Both the down hall button i II and up hall button Ill at that floor are pressed. This is to insure a car coming to y and stopping at that floor in the minimum possible time. The pressing of these buttons causes the operation of the up floor relay U and down floor relay 4D for this floor to engage contacts Ultl and Dill, rendering the corresponding contacts of the floor controllers for both elevators "alive. Assume that operating conditions are such that elevator No. 2 is at the home station while elevator No. l is travelling in the down direction, say passing the fifth floor, at the time these buttons are pressed. Upon the engagement of elevator No. 1 floor controller brush 314 with down fourth floor stationary contact "I, a circuit is completed from wire GW through restoring coil IDI and contacts Oil! of the down fourth floor relay, bus bar DH, contact "I, brush I14. throw-over switch "I, contacts SR4, BN4, coll PRIH of the pick up relay, resistance 8, to wire G+. This causes the car to be slowed down and brought to a stop at the fourth floor and the reset of the down fourth floor relay as described in said Waters et al. patent, and the car gate and hatchway door open automatically as the car comes to a stop.

There is a designated attendant on each floor, for example the head nurse on that floor, who is provided with a key for operating the emergency service switches. The attendant enters the car and inserts the key in the emergency service switch 6 and throws this switch from the position illustrated, i. e., normal operating position, to its opposite position, that is, the emergency service position. This completes a circuit for the change-over motor for elevator No. 1 through limit switch contacts 8. This motor upon energization operates to throw the throw-over switches previously enumerated for elevator No. 1 from the normal positions illustrated to their opposite positions for emergency operation. Movement of switch 5i! to its emergency operation position connects coil M6505 of the motor generator starting relay directly across supply lines 81 and 811 to maintain the motor generator set for elevator No. 1 in operation for emergency service. Movement of throw-over switch ii! to its emergency operation position breaks the circuit for coil ISII'I of the in service switch. This switch separates contacts ISIS to deenergize starting 'relay ST. If the starting relay STa for the other car is not already energized, the reengagement of contacts ISBN causes the energization of that starting relay, thereby causing the other car to respond to any hall call that is registered. In other words, one car is caused to answer all hall calls so long as the other car is in emergency service operation. It is believed that this will be understood from the disclosure in the aforementioned Waters et al. patent. Moving throw-over switch 658 to emergency po-' sition transfers the circuit for the coils of relays GC and SL from the control of contacts 'I'Rfll of the time relay to the control of contacts UDfll of up and down switch UD and contacts UDRMB of up and down relay UDR. Thus, as regards door and gate close relay 60, its coil cannot be energized unless the door and gate are not closed until a direction circuit is established, car button relay CB being cut out of circuit by throwover switch I82. The throw-over of switch I" and of the other throw-over switches renders the car in emergency service subject directly to its car buttons alone.

Asume that it is desired to have the car go tothesixthiioor. Theattendsntpressesthes sixth floor car button 2, which completes a circuit from wire 6+8 through throw-over switch m, push button Ill, throw-over switches Ill! and Ill, floor brush direction switches I32 and 201, service inspection switch 428, contacts DA. and DNlfl, coils URAII and UAfll of the up direction relays. and coil UDR. 4 of the up and down relay. to wire GW. Operation of relay UDR to engage contacts UDRMI causes the closing of the car gate and hatchway door. when the door and gate reach closed position, the car is started in the up direction, as set forth in said Waters et al. patent.

As the car travels in the up direction it reaches a point where the upper section "I of the direction cam engages the sixth floor direction switch 232, transferring the direction circuit to the cam. As the car arrives at a predetermined distance from the sixth floor, up roller I engages and lifts this direction switch off the cam, breaking the direction circuit through the coils of relays UDR, UA and UR. These relays drop out, causing the car to slow down and stop at the sixth floor. Upon reengagement of contacts UDIII, circuits are completed to cause operation of the door operating mechanism to open the car gate and hatchway door. As the car comes to a stop the car button may be released.

The door and gate remain open until the key operated switch is returned to normal position or, if further operation of the car is required under the emergency service condition, until another car button is operated to send the car to some other floor. Assume it is desired to cause the car to travel from the sixth floor to the second floor as a part of the emergency service. This may be done by pressing and holding pressed the second floor car button 291. This completes a circuit from wire G+S to throw-over switch I82, push button 291, throw-over switches Ill and 301, direction switch 824, thence upwardly through the direction switches of the floors above to the lower section 425 of the direction cam, through service inspection switch 4, contacts UA. and UN", coils DB4 and DANS of the down direction relays, and coil UDRAN of the up and down relay, to wire GW. Relay UDR operates to cause the closing of the car gate and the hatchway door and upon the door and gate reaching closed positions, the car is started in the down direction, as set forth in said Waters et al. patent. As the car arrives at a predetermined distance from the second floor, down insulating roller Ill engages the second floor direction switch 324, breaking the circuit for the coils of relays UDR, DA and DR, causing the car to slow down and stop at the second floor and the operation of the door operating mechanism to open the car gate and hatchway door.

The car cannot be intercepted by other car buttons during its trip to the floor to which it is travelling under emergency conditions. This is due to the fact that the brushes 3", 333 and 812 are ineilective. Also, any car calls which have been registered by car buttons are ineffective to control the starting of the car as the direction circuits are disconnected from the car button floor relay contacts and rendered directly responsive to the car buttons. Similarly, the hell buttons are ineffective to control either the starting or stopping of the car inasmuch as the direction circuits are divorced also from control by the hall buttonfloor relays and as brushes SH, 323, 335, 331, 314 and NI are ineffective. Thus when control of the car has been obtained for emergency service operation, the car may be dispatched directly to the floor desired without the possibility of its being interrupted during its travel.

If a car call is in registration for the floor at which astop is made under emergency operating conditions, the-floor relay, is reset as the door and gate start'to-openas a result of the short circuit established for the coil of relay AR by contacts ADlllB and GEMS. The restoring circuit, assuming the car is at the second floor, is through restoring coil 20300, contacts 2C3IS, contact 30l, brush 333, contacts AD408, contacts GE409 and contacts UD428.

When the attendant is finished with the car, he turns the key switch back to its normal position. This completes a circuit for elevator No. I throwover switch motor through limit switch 4, closed at the start of the previous change-over. The motor returns the multiple throw-over switches to their positions illustrated and when this is eifected limit switch 4 opens to bring the throwover switch motor to a stop. The return of throw-over switch 658 to its normal position renders the door and gate close relay GC again subject to contacts of time relay TR and the door and gate are automatically returned to closed position. If no car calls are in registration for the car and the other car is not at the home station and no hall calls are in registration behind it, the car is automatically started upon its return to the home station, assumed to be the lower terminal. The home station return circuit is completed upon the expiration of the time interval of relay TR by the engagement of contacts 'I'RMI and is from wire G+S through contacts TRM'I, GE430, STHG, ISM3 (engaged as a result of the energization of coil ISM! through switch 5I8), contacts LH311, switch 363, and assuming the change back has been effected with the car at the second floor, through switch 362, cam section 425, and through the coils of the down relays as previously traced. This causes the starting of the car in the down direction and the stopping of the car at the lower terminal as set forth in said Waters et al. patent.

If, at the time the car is changed back to normal operation, there is a hall call in registration behind the other car, the car is started away from the floor in a direction toward the floor at which such call behind exists. Assume that the car is at the second floor, that the other car is above the third floor set for upward travel and that an up hall call is registered for the third floor. Thus upon engagement of contacts 18454 upon the change back to normal operation being completed, a circuit is completed through contacts 11050211 and UA503a for coil ST453 of elevator No. 1 starting relay. Thus, upon expiration of the time interval, contacts TRM'I engage, which.

completes a circuit for relays UDR, UA and UR through section 305 of the direction cam, floor relay contacts 3FR296 and contacts ST39I. This causes the starting of the car in the up direction.

If a hall call is in registration for the floor at which the change back is made, the waiting passenger may step into the car after the use of the car for emergency service is discontinued. He is given preference for the time interval of. relay TR and until the closure of the hatchway door and car gate as to starting the car, so that he may cause the car to start toward the floor which is his destination. The hall call which was in registration for the floor at which the change back was made is reset upon reoperation of the starting relay, the restoring circuit, assuming the car to be at the second floor and an up call for that floor in registration and that the car button pushed is for a floor above, extending through restoring coil 2Ul38 of floor relay 2U, contacts 2Ul53 of this relay; bus bar ZUH, floor controller contact 304, brush 331, contacts DR33B, changeover switch 319 and contacts SR389, ST399, AD408, GE4U9 and UD428.

While the invention has been described as applied to the control system of Figures 5, 6, 6a and 7 of said Waters et al. patent, it is also applicable to the arrangement illustrated in Figures 8, 9 and 10 of that patent.

In other arrangements involving a plurality of interconnected elevators, response of the cars to the push buttons may vary from that disclosed in said Waters et al. patent. However, application of the invention to such arrangements would be eifected in a similar manner, that is, the car placed on emergency service would not respond to registered calls but only directly to car buttons held pressed for the desired floors, the other car or cars responding to hall calls that are registered. Similarly, in an installation of only one elevator, when the car is placed on emergency service, it will not respond to hall calls but only to car buttons held pressed for the desired floors. However, in single car installations, no other car being available to answer hall calls, all such unanswered calls, whether registered before the car was placed on emergency service or during such period, remain registered and are responded to by the car after the change back to normal operation is effected.

The invention has been applied to a system in which both the car gate and hatchway doors are power operated with the gate and door being returned automatically to closed position after a stop has been made under normal operating conditions and remaining in open position until a car button is pressed when operated under emergency conditions. Other arrangements for controlling the operation of the gate and doors may be provided although it is preferred for emergency operation that the gate and door remain in open condition at the floor at which the car is stopped, until a car button is pressed, as with this arrangement the attendant is free to handle the stretcher or perform other duties required by the emergency. service.

Various-modifications and alterations may be made in both circuits and apparatus of the control systems to which the invention is applied, including those set forth in the aforesaid Waters et al. patent. Different embodiments of the invention may be made. It is therefore intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. An elevator system comprising; an elevator car serving a plurality of floors; a plurality oi push buttons in the car. one for each of said floors; means responsive to said push buttons for registering calls; mechanism responsive to the calls that are registered by said registering means in response to the operation of such push buttons for causing the starting of the car and the stopping thereof at floors for which such cells are registered: and means for rendering said first named mechanism unresponsive to said registering means but directly responsive to the pressing and holding pressed of any one of said push buttons to cause the car to travel directly to and stop at the floor for which such button is provided.

2. An elevator system comprising; an elevator car serving a plurality of floors; a plurality of push buttons in the car, one for each of said floors; means responsive to said push buttons for registering calls: throw-over switching mechanism: and means responsive when said throwoverswitchingmechanismisinoneoperated position to calls that are registered by said registering means for causing the starting of the car and the stopping thereof at floors for which such calls are registered, and when said switching mechanismisinitsotheroperatedpositiondirectly responsive to the pressing and holding pressed of any one of said push buttons to cause the car to travel directly to and stop at the floor for which such button is provided but unresponsive to any registered calls.

8. An elevator system comprising; an elevator car serving a plurality of floors; car buttons for said iioors; hall buttons for said floors; means responsive to the pressing of said buttons for registering calls: throw-over switching mechanism; and means responsive when said throwover switching mechanism is in one position to calls that are registered by said registering means for causing-the starting of the car and stopping thereof at floors for which such calls are registered, and when said throw-over switching mechanism is thrown to the other of its operated positions directly responsive to the pressing and holding pressed of any one of said car buttons to cause the car to travel directly to and stop at the floor for which such car button is provided but unresponsive to any registered calls, said means responding when said throw-over switching mechanism is thrown back to said one position to unanswered calls registered by said registering means.

4. An elevator system comprising; an elevator car serving a plurality of floors; car buttons for such floors; hall buttons for such floors: means responsive to said car buttons and hall buttons for registering calls: mechanism responsive to calls that are registered by said registering means for causing the starting of the car and stopping thereof at the floors for which calls are registered; and means for rendering said first named mechanism unresponsive to said registering means but directly responsive to the pressing and holding pressed of any one of said car buttons to cause the car to travel directly to and stop at the floor for which such car button is provided.

5. An elevator system comprising: an elevator car serving a plurality of floors: a plurality of car buttons, one for each of said floors; an up hall button at each of said floors: a down hall button at each of said floors; a plurality of floor relays, one for each of said push buttons, each floor relay being operated in response to the pressing of the push button for which it is provided; mechanism responsive to said iloor relays that are operated for causing the starting of the car and the stopping thereof at the floors for which such relays are provided; and means operable to render said mechanism unresponsive to said floor relays but directly responsive to the pressing and holding pressed of any of said car buttons to cause the car to travel directly to and floors: an hallbuttonaeachofsaidflooma hall button at each of said floors: a plurality of floor relays. one for each of said push buttons, each iioor relay being operated in response to the preming of the push button for which it is provided: direction determining mechanism; means responsive to said floor relays that are operated to causethestartingofthecarinadirectiondetermined by said direction determining mechanism; mechanism actuated in accordance with car movement responsive to said floor relays that are operated for causing slow down and stopping of the car at the floors for which such relays are provided; and throw-over switching mechanism operable to render said mechanism actuated in accordance with car movement and-said startingmeans unresponsivetosaid fioorrelaysandto render said starting means and mechanism actuated in accordance with car movement directly responsive to said car buttons to cause by operating a car button and holding it depressed said startingmeanstostartthecarinadirectlon determined by said direction determining mechanism and to continue it in operation to the iloor for which such car buttonis provided without interference from any operated floor relays and to cause said mechanism actuated in accordance with car movement to stop the car as it arrives at the floor for which such car button is being held pressed.

7. An elevator system comprising; an elevator car serving a plurality of floors; a plurality of car button floor relays, one for each of said floors; a car button in the car for each of said relays. said buttons being connected to their respective floor relays to cause operation thereof; an up floor relay for each of said 1100"; a plurality of up hall buttons, one at each of said floors, said up hall buttons being connected to the corresponding up floor relays to cause operation thereof a down floor relay for each of said floors: a plurality of down hall buttons, one at each of said floors, said down hall buttons being connected to the corresponding down floor relays to cause operation thereof; direction determining l0 mechanism; direction relays connected to said direction determining mechanism, said floor relays having contacts connected to said direction determining mechanism to cause the starting of the direction relay determined by said direction is determining mechanism to cause the starting of the car; mechanism actuated in accordance with car movement for controlling slow down and stopping of the car, said floor-relays having additional contacts connected to said mechanism actuated in accordance with car movement to control the stopping of the car at the floors: and throw-over switching mechanism operable to render said mechanism actuated in accordance with car movement ineffective to cause slow down and It stopping of the car in response to floor relays, to disconnect all of said floor relays from said direction determining mechanism, and to connect said car buttons directly to said direction determining mechanism to cause the starting of 10 the car by operation of a car button and by holding such button depressed to cause the car to travel directly to the floor for which such button is provided without interference from any operated floor relays, said mechanism actuated in '5'" accordance with car movement being operable as the car arrives at the floor for which such car button is being held pressed to cause the car to slow down and stop at that floor.

8. An elevator'system comprising; a plurality of elevator cars; a plurality of floors served by the cars; a pluralityof car buttons in eachcar, one for eachof said floors; a floor relay for'each of said car buttons operable in response to the pressing of the car button for which it is provided; an up hall button at each of said floors; a down hall button at each of said floors; a'fioor relay for each of said hall buttons operable in response to the hall button for which it is provided; mechanism for each car responsive to operated car button floor relays for that car and to operated hall button floor relays for causing the starting of that car and the stopping thereof at floors for which such relays are provided; and switching mechanism for each car operable to render the first named mechanism for that car unresponsive to said floor relays but directly responsive to said car buttons for that car without affecting the response of said first named mechanism for any of the other cars to the car button floor relays for the respective ones of such cars or to hall button floor relays.

9. An elevator system comprising; an elevator car; a closure controlling access to and from the car when the car is stopped at a floor; control means for causing the starting and stopping of said car; mechanism for controlling the operation of said closure; throw-over switching mechanism; and means operable when said throwover switching mechanism is in one operated position to cause the operation of said controlling mechanism to automatically effect the opening of said closure upon a stop being made at said floor and the reclosing of said closure upon the expiration of a predetermined time interval after the closure reaches open position, and operable when said throw-over switching mechanism is in its other operated position to cause the operation of said controlling mechanism to automatically effect the opening of said closure when a stop is made at said floor but to prevent the operation of said controlling mechanism to eifect reclosing of said closure except upon operation of said control means to cause the startin of said car.

10. An elevator system comprising; an elevator car serving a plurality f floors, said car having a gate and a hatchway door being provided at each of said floors; a plurality of push buttons, one for each 01' said floors; means responsive to said push buttons for causing the car to travel to and stop at the floors for which such push buttons are provided; mechanism for controlling the operation of said gate and doors; throw-over switching mechanism; and means operable when hatchwaydoor at the floor at which a stop is made and the reclosing of said gate and door upon the expiration of a predetermined time interval regardless of whether or not any push buttons remain to be responded to, and operable when said throw-over switching mechanism is in its other operated position to cause the operation of said gate and door controlling mechanism to automatically effect the opening of the car gate and hatchway door at the floor at which a stop is made but to prevent the operation of said gate and door controlling mechanism to efiectreclosing of said gate and door except in response to the pressing of one of said push buttons.

11. An elevator system comprising; an elevator car serving a plurality of floors, said car having a gate and a hatchway door being provided at each of said floors; mechanism for controlling the operation of said gate and doors; a plurality of push buttons in the car, one for each of said floors; push buttons at said floors; means responsive to said push buttons for registering calls; throw-over switching mechanism; and means operable when said throw-over switching mechanism is in one operated position to cause in response to the calls that are registered by said registering means the starting of the car and the stopping thereof at the floors for which such calls are registered and to cause the operation of said gate and door controlling mechanism to automatically eifect the opening of the car gate and hatchway door at the floor at which the stop is made as the car is-brought to a stop and the reclosing of said gate and door upon the expiration of a predetermined time interval regardless of whether or not any further calls remain to be responded to, and operable when said throw-over switching mechanism is in its other operated position to prevent starting and stopping of the car in response to registered calls, to prevent the operation of said gate and door controlling mechanism to effect automatic reclosing of the car gate and hatchway door at the floor at which the car is stopped, to cause in direct response to the pressing and holding pressed of any one of said push buttons in the car the operation of said gate and door controlling mechanism to eiiect closure of said gate and door and the car to travel directly to and stop at the floor for which said push button is provided, and to cause operation of said gate and door controlling mechanism to automatically efl'ect the opening of the car gate and hatchway door at the floor at which the stop is made.

GEORGE NORM CRABBE. ARTHUR WILLARD PAUISON. 

